IRC:6-2010 STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR ROAD BRIDGES SECTION : Il LOADS AND STRESSES (Fifth Revision) Published by INDIAN ROADS CONGRESS Kama Koti Marg Sector-6, R.K. Puram New Delhi-110022 NOVEMBER - 2010 Price Rs. 400/- (Packing and postage charges extra)First published Reprinted Reprinted Second Revision Third Revision Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Reprinted Fourth Revision Reprinted Reprinted Reprinted Reprinted Reprinted Fifth Revision December, 1958, May, 1962 September, 1963 October, 1964 Metric Units : October, 1966 October, 1967 November, 1969 March, 1972 (incorporates Amendment No. 1-Nov. 1971) February, 1974 (incorporates Amendment No. 2-Nov. 1972) August 1974 (incorporates Amendment No. 3-April 1974 and No. 4-August 1974) July, 1977 (Incorporates Amendment No. 5-October, 1976) ‘September, 1981 (Incorporates the changes as given in detail in the last two sub-paras of introduction at page 3) November, 1985 September, 1990 January, 1994 January, 1997 March, 1999 December, 2000 April, 2002 (Incorporates amended Fig. 5 at page 23) August, 2004 (Incorporates uptodate Amendments) August, 2005 April, 2006 September, 2009 (Incorporates Amendment No, 6) November, 2010 (Ali Rights Reserved. No Part of this Publication shail bé reproduced, translated or transmitted in any form or by any means without the permission of the Indian Roads Congress) Printed at India Offset Press, New Delhi - 64 (00 Copies)CONTENTS Personnel of the Bridges Specifications and Standards Committee 1 2 201 202 203 204 205 206 207 208 209 210 2 212 213 214 215 216 27 218 219 220 221 222 223 Introduction Scope Classification Loads, Forces and Stresses Dead Load Live Loads Reduction in the Longitduinal Effect on Bridges Accommodating more than Two Traffic Lanes Footway, Kerb, Railings, Parapet and Crash Barriers Tramway Loading Impact Wind Load Horizontal Forces due to Water Currents Longitudinal Forces Centrifugal Forces Buoyancy Earth Pressure Temperature Deformation Stresses (for steel bridges only) Secondary Stresses Erection Stresses and Construction Loads Seismic Force Ship/Barge Impact on Bridges ‘Snow Load Vehicle Collision Loads on Bridge and Flyover Supports Indeterminate Structures and Composite Structures ANNEXURES:10. 1. 12. 13, 14. 15. 16 17 18. 19. a1. IRC:6-2010" PERSONNEL OF THE BRIDGES SPECIFICATIONS AND STANDARDS COMMITTEE Singh, Nirmal Jit (Convenor) Sinha, AV. (Co-Convenor) Sharma, Arun Kumar (Member-Secretary) Agrawal, K.N. Alimchandani, C.R. Banerjee, AK. Banerjee, T.B Basa, Ashok Bandyopadhyay, Dr. T.K. Bongirwar, PLL. Bhasin, P.C. Chakraborty, Prof. S.S. Chakraborti, S.P. Dhodapkar, A.N. Gupta, Mahesh Ghoshal, A. Joglekar, S.G Kand, Dr. C.V. Koshi, Ninan Kumar, Prafulla Kumar, Vijay Kumar, Dr. Ram (AS ON 26TH OCTOBER, 2009) Director General (RD) & Spl. Secretary, Ministry of Road Transport & Highways, New Delhi Addl. Director General, Ministry of Road Transport & Highways, New Delhi Chief Engineer (B) S&R, Ministry of Road Transport & Highways, New Delhi Members DG(W), CPWO (Retd.), Ghaziabad Chairman & Managing Director, STUP Consultants Ltd., Mumbai Member (T), NHAI (Retd.), New Delhi Chief Engineer (Retd.), Mini8try of Road Transport & Highways, New Delhi Director (Tech.), B. Engineers & Builders Ltd., Bhubaneswar Joint Director General (Retd.), Institute for Steel Dev. and Growth, Kolkata Advisor, L&T, Mumbai ADG(B) (Retd.) MOST, New Delhi Managing Director, Consulting Engg. Services (I) Pvt. Ltd., New Delhi Consultant, Span Consultants (P) Ltd., Noida Chief Engineer, Ministry of Road Transport & Highways, New Delhi Executive Director (B&S), RDSO, Lucknow Director and Vice-President, STUP Consultants Ltd., Kolkata Director (Engg. Core), STUP Consultants Ltd., Mumbai Chief Engineer, (Retd.), MP PWD, Bhopal DG(RD) & AS (Retd.), MOST, Gurgaon DG(RD) & AS (Retd.), MORT&H, Noida E-in-C (Retd.), UP PWD, Noida Chief General Manager, NHAI, New Delhi (i)IRC:6-2010 23. 24, 25. 26. 27. 28. 2. 30. 31 32. 33, 34, 35. 36. 37. 38. 39. 40. a Kumar, Ashok Manjure, P.Y. Mukherjee, M.K. Narain, A.D. Ninan, R.S Puri, S.K. Patankar, V.L. Rajagopalan, Dr. N. Rao, M.V.B. Roy, Dr. B.C. Sharma, R.S Sharan, G Sinha, N.K. Saha, Dr. GP. Tandon, Prof. Mahesh Velayutham, V. Vijay, PB. Director & Head (Civil Engg.) Addl. Director General (Or. V.K. Yadav) President, IRC Director General(RD) & Spl. Secretary Secretary General Merani, N.V. Bagish, Dr. B.P. Chief Engineer, Ministry of Road Transport & Highways? New Delhi Director, Freyssinet Prestressed Concrete Co. Ltd., Mumbai Chief Engineer (Retd.), MORT&H, New Delhi DG(RD) & AS (Retd.), MORT&H, Noida Chief Engineer (Retd.), MORT&H, New Delhi Member (Technical), National Highways Authority of India, New Delhi Chief Engineer, Ministry of Road Transport & Highways, New Delhi Chief Technical Advisor, L&T, Chennai A-181, Sarita Vihar, New Delhi Executive Director, Consulting Engg. Services (I) Pvt. Ltd., New Delhi Past Secretary General, IRC, New Delhi DG(RD) & SS, (Retd.), MORT&H, New Delhi DG(RD) & SS, (Retd.), MORT&H, New Delhi Executive Director, Construma Consultancy (P) Ltd., Mumbai Managing Director, Tandon Consultants (P) Ltd., New Delhi DG(RD) & SS, (Retd.), MORT&H, New Delhi DG (W) (Retd.), CPWD, New Delhi Bureau of Indian Standards, New Delhi Directorate General Border Roads, New Delhi Ex-Officio Members (Deshpande, D.B.) Advisor, Maharashtra Airport Development Authority, Mumbai (Singh, Nirmal Jit) Ministry of Road Transport & Highways, New Delhi (Indoria, R.P.) Indian Roads Congress, New Delhi Corresponding Members Principal Secretary (Retd.), Maharashtra PWD, Mumbai C-2/2013, Opp. D.PS., Vasant Kunj, New Delhi (ii)IRC:6-2010’ STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR ROAD BRIDGES SECTION : Il LOADS AND STRESSES (Fifth Revision) INDIAN ROADS CONGRESS 2010IRC:6-2010 STANDARD SPECIFICATIONS AND CODE OF ” PRACTICE FOR ROAD BRIDGES 1 INTRODUCTION The brief history of the Bridge Code given in the Introduction to Section | “General Features of Design” generally applies to Section II also. The draft of Section II for “Loads and Stresses’, as discussed at Jaipur Session of the Indian Roads Congress in 1946, was considered further in anumber of meetings of the Bridges Committee for finalisation. In the years 1957 and 1958, the work of finalising the draft was pushed on vigorously by the Bridges Committee. In the Bridges Committee meeting held at Bombay in August 1958, all the comments received till then on the different clauses of this Section were disposed off finally and a drafting Committee consisting of S/Shri S. B. Joshi, K.K. Nambiar, K.F. Antia and S.K. Ghosh was appointed to work in conjunction with the officers of the Roads Wing of the Ministry for finalising this Section. This Committee at its meeting held at New Delhi in September 1958 and later through correspondences finalized Section II of the Bridge Code, which was printed in 1958 and feprinted in 1962 and 1963. The Second Revision of Section Il of the IRC:6 Code (1964 edition) included all the amendments, additions and alterations made by the Bridges Specifications and Standards (BSS) Committee in their meetings held from time to time. The Executive Committee of the Indian Roads Congress approved the publication of the Third Revision in metric units in 1966. The Fourth Revision of Section II of the Code (2000 Edition) included all the amendments, additions and alterations made by the BSS Committee in their meetings held from time to time and was reprinted in 2002 with Amendment No.1, reprinted in 2004 with Amendment No. 2 and again reprinted in 2006 with Amendment Nos. 3, 4 and 5. The current Fifth Revision of Section II of the Code IRC:6 — 2010 includes all the amendments, and alterations made by the BSS Committee in their meetings held from time to time. The Bridges Specifications and Standards Committee and the IRC Council at various meetings approved certain amendments viz. Amendment No. 6 of November 2006 relating to Sub-Clauses 218.2, 222.5, 207.4 and Appendix-2, Amendment No. 7 of February 2007 relating to Sub-Clauses of 213.7, Note 4 of Appendix-I and 218.3, Amendment No. 8 of January 2008 relating to Sub-Clauses 214.2(a), 214.5.1.1 and 214.5.2 and new Clause 212 on Wind load. As approved by the BSS Committee and IRC Council in 2008, the Amendment No. 9 of May 2009 incorporating changes to Clauses 202.3, 208, 209.7 and 218.5 and Combination of Loads for limit state design of bridges has been introduced in Appendix-3, apart from the new Clause 222 on Seismic Force for design of bridges.IRC:6-2010 The Bridges Specifications and Standards Committee in its meeting held on 26" October, 2009 further approved certain modifications to Clause 210.1, 202.3, 205, Note below Clause 208, 209.1, 209.4, 209.7, 22.5.5, Table 8, Note below Table 8, 222.8, 222.9, Table 1 and deletion of Clause 213.8, 214.5.1.2 and Note below para 8 of Appendix-3. The Convenor of B-2 Committee was authorized to incorporate these modifications in the draft for Fifth Revision of IRC:6, in the light of the comments of some members. The Executive Committee, in its meeting held on 31 October, 2009, and the IRC Council in its 189th meeting held on 14” November, 2009 at Patna approved publishing of the Fifth Revision of IRC:6. The personnel of the Loads and Stresses Committee (B-2) is given below: Banerjee, AK. Convenor Kanhere, DK. oe Co-Convenor Parameswaran, za: Member-Secretary (Mrs.) Dr. Lakshmy Members Bhowmick, Alok Mukherjee, M.K. Dhodapkar, A.N. Mukhopadhyay, Achintya Gupta, Vinay Pandey, Alok, Heggade. V.N Saha, Dr. G.P. Huda, Y.S. Surana, Dr. C.S. Lego, Atop Sharan, G. , Jain, Dr. S.K. Thandavan, K.B. Joglekar, $.G Thakkar, Dr. S.K. Kataria, Rajan Sharma, Aditya Khedkar, S.P. Viswanathan, T Verma, G.L Corresponding Members Bhattacharya, Dr. S.K. Chakraborti, S.P. Tamhankar, Dr. M.G. Ex-officio Members President, IRC (Deshpande, D.B.) Director General (RD) & (Singh, Nirmal Jit) Special Secretary, MORTH Secretary General, IRC ((Indoria, R.P)IRC: 6-2010 2 SCOPE The object of the Standard Specifications and Code of Practice is to establish a common procedure for the design and construction of road bridges in India. This publication is meant to serve as a guide to both the design engineer and the construction engineer but compliance with the rules therein does not relieve them in any way of their responsibility for the stability and soundness of the structure designed and erected by them. The design and construction of road bridges require an extensive and through knowledge of the science and technique involved and should be entrusted only to specially qualified engineers with adequate practical experience in bridge engineering and capable of ensuring careful execution of work. 201 CLASSIFICATION 201.1 Road bridges and culverts shall be divided into classes according to the loadings they are designed to carry. IRC Class 70R Loading: This loading is to be normally adopted on all roads on which permanent bridges and culverts are constructed. Bridges designed for Class 70R Loading should be checked for Class A Loading also as under certain conditions, heavier stresses may occur under Class A Loading. IRC Class AA Loading: This loading is to be adopted within certain municipal limits, in certain existing or contemplated industrial areas, in other specified areas, and along certain specified highways. Bridges designed for Class AA Loading should be checked for Class A Loading also, as under certain conditions, heavier stresses may occur under Class A Loading IRC Class A Loading: This loading is to be normally adopted on all roads on which permanent bridges and culverts are constructed. : IRC Class B Loading: This loading is to be normally adopted for timber bridges. For particulars of the above four types of loading, see Clause 204. 201.2 Existing bridges which were not originally constructed or later strengthened to take one of the above specified I.R.C. Loadings will be classified by giving each a number equal to that of the highest standard load class whose effects it can safely withstand. Annex A gives the essential data regarding the limiting loads in each bridge's class, and forms the basis for the classification of bridges. 201.3 Individual bridges and culverts designed to take electric tramways or other special loadings and not constructed to take any of the loadings described in Clause 201.1 shall be classified in the appropriate load class indicated in Clause 201.2IRC:6-2010 202.1 culverts NOTES : 202 LOADS, FORCES AND STRESSES The loads, forces and stresses to be considered in designing road bridges and are 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 18) 16) 17) 18) 19) Dead Load Live Load Snow Load (see note i) Impact factor on vehicular live load Impact due to floating bodies or vessels as the case may be Vehicle collision load Wind load Water current Longitudinal forces caused by tractive effort of vehicles or by braking of vehicles and/or those caused by restraint of movement of free bearings by friction or deformation Centrifugal force Buoyancy Earth pressure including live load surcharge, if any Temperature effects (see note ii) Deformation effects ‘Secondary effects Erection effects Seismic force Wave pressure (see note iii) Grade effect (see note iv) G oO mn mn mn nm a z n a The snow loads may be based on actual observation or past records in the particular area or local practices, if existing,IRC:6-2010 ii) Temperature effects (F,,) in this context is not the frictional force due to the movement of bearing but forces that are caused by the restraint effects. iii) The wave forces shall be determined by suitable analysis considering drawing and inertia forces etc. on single structural members based on rational methods or model studies. In case of group of piles, piers etc., proximity effects shall also be considered. iv) For bridges built in grade or cross-fall, the bearings shall normally be set level by varying the thickness of the plate situated between the upper face of the bearing and lower face of the beam or by any other suitable arrangement. However, where the bearings are required to be set parallel to the inclined grade or cross-fall of the superstructure, an allowance shall be made for the longitudinal and transverse components of the vertical loads on the bearings 202.2.2 All members shall be designed to sustain safely most critical combination of various loads, forces and stresses that can co-exist and all calculations shall tabulate distinctly the various combinations of the above loads and stresses covered by the design. Besides temperature, effect of environment on durability shall be considered as per relevant codes. 202.3 Combination of Loads and Forces and Permissible Increase in Stresses The load combination shown in Table 1 shall be adopted for working out stresses in the members. The permissible increase of stresses in various members due to these combinations are also indicated therein. These combinations of forces are not applicable for working out base pressure on foundations for which provision made in relevant IRC Bridge Code shall be adopted. For calculating stresses in members using working stress method of design the load combination shown in Table 1 shall be adopted The load combination as shown in Annex B shall be adopted for limit state design approach as and when limit state design method is introduced. 203 DEAD LOAD The dead load carried by a girder or member shall consist of the portion of the weight of the superstrugture (and the fixed loads carried thereon) which is supported wholly or in part by the girder or member including its own weight. The following unit weights of materials shall be used in determining loads, unless the unit weights have been determined by actual weighing of representative samples of the materials in question, in which case the actual weights as thus determined shail be used. NOTES 1) * Where Snow Load is applicable, Clause 221 shall be referred for combination of snow load and live load.IRC:6-2010 f sq0u0y Service Condition Construction 8 Condition (m) sessang | ol}wmi|o|) 9 3ig Bl # Parma |S (2) 2/8/82) 8/8) 8/2/38) 8 B]ick|| Covet neem) ole: fie [sel Sa eil= (a) aunsseig onenn [belles |! Hee = (ea) wsieg = 2 a a) Re] at] sons uonserg sie 3 8 (a) B — |elur| siooueamucces | f-fe|e|e|-| [-|~ g a) g 2) ut] sisey3 uonewnojoq vfefelele rie i = pemeodua | ||) | mlb 3 2) 2 |e aneoua weale(oiete|ete| leaded 3 «| Coptouoirg | | [el eleje| fele|-|- e |t 3s 3) e|_le 2 a =| ut] env: wl[-|[3l-]elq sie 2 [le 4 weBryNe, s ie [ee copes Bowe) | Yn! al cen eee esl a fe 5 & % e|_ |e 2 : a cabunea | | |) | 3} = 2 ele taonnen |_| 12) | 8] oh. 3 = - be (ad woung soem | | ||| | cadltee| saline z |e 8 = 2| = ee ile |= 2 a (en) pet =B i. wosmon srawen - (4) So1pog elu!) Suneoja edu, 3 i Copredunempmen | || | elise al a (9) peoq mous | | | | *« se . ale (pecren| —|-|3si-|s]/-| |s}- (o) alo meget [Pst ele fa le alel x °2) 4) IRC:6-2010 ‘Any load combination involving temperature, wind and/or earthquake acting independently or in combination, maximum permissible tensile stress in Prestressed Concrete Members shall be limited to the value as per relevant Code (IRC:18). Use of fractional live load 0.5 shown in the above Table is applicable only when the full design live load given in Table 2 is considered. The structure must also be checked with no live load. The gradient effect due to temperature is considered in the load combinations IIB and IIIB. The reduced live load (Q) is indicated as 0.5. Its effects (F,, F,, and F,) are also shown as 0.5, as 0.5 stands for the reduced live load to be considered in this case. However for F, it is shown as 1, since it has effects of dead load besides reduced live load. Q,,, being a factor of live load as shown as 1. Whenever a fraction of live load 0.5 shown in the above Table under column Q is specified, the associated effects due to live load (Q,,, F,, F,, F,and F,) shall be considered corresponding to the associated fraction of live load. When the gradient effect is considered, the effects, if any, due to overall rise or fall of temperature of the structure shall also be considered. Seismic effect during erection stage is reduced to half in load combination IX when construction phase does not exceed 5 years. The load combinations (VIII and IX) relate to the construction stage of a new bridge. For repair, rehabilitation and retrofitting, the load combination shall be project-specific. Materials Weight (vm?) 1) Ashlar (granite) : 27 2) Ashlar (sandstone) 24 3) Stone setts : a) — Granite 26 b) Basalt 27 4) Ballast (stone screened, broken, 2.5 cm to 7.5. cm guage, loose): a) Granite 14 b) Basalt 1.6 5) Brickwork (pressed) in cement mortar 22 6) Brickwork (common) in cement mortar 19IRC:6-2010 7) Brickwork (common) in lime mortar 18 8) Concrete (asphalt) 2.2 9) Concrete (breeze) 14 10) Concrete (cement-plain) 25 11) Concrete (cement - plain with plums) 25 12) Concrete (cement-reinforced) 25 13) Concrete (cement-prestressed) 25 14) - Concrete (lime-brick aggregate) 19 15) Concrete (lime-stone aggregate) 24 16) Earth (compacted) 2.0 17) Gravel 1.8 148) | Macadam (binder premix) 22 19) Macadam (rolled) 2.6 20) Sand (loose) 1.4 21) Sand (wet compressed) 19 22) Coursed rubble stone masonry (cement mortar) 2.6 23) Stone masonry (lime mortar) 24 24) Water 1.0 25) Wood 0.8 26) Cast iron . Ta 27) — Wrought iron Te 28) Steel (rolled or cast) 78 204 LIVE LOADS 204.1 Details of I.R.C. Loadings 204.1.1 For bridges classified under Clause 201.1, the design live load shall consist standard wheeled or tracked vehicles or trains of vehicles as illustrated in Figs. 1 to 3 and Annex A. The trailers attached to the driving unit are not to be considered as detachable. 204.1.2 Within the kerb to kerb width of the roadway, the standard vehicle or train shall assumed to travel parallel to the length of the bridge and to occupy any position which produce maximum stresses provided that the minimum clearances between a vehicle an the roadway face of kerb and between two passing or crossing vehicles, shown in Figs. 1 3, are not encroached upon. 204.1.3 For each standard vehicle or train, all the axles of a unit of vehicles shall considered as acting simultaneously in a position causing maximum stresses. 82) IRC:6-2010 [Lh pe hs | TRACKED VEHICLE i= WHEELED VEHICLE Fig. 1 Class AA Tracked and Wheeled Vehicles (Clause 204.1) The nose to tail spacing between two successive vehicles shall not be less than 90 m. For multi-lane bridges and culverts, load combinations as given in Table 2 shall be adopted. Where IRC Class AA loading is specified it shall be used in place of Class 70R but nose to tail distance shall be as specified in Note No.1IRC:6-2010 3) The maximum loads for the wheeled vehicle shall be 20 tonne for a single axle or 40 tonne for a bogie of two axles spaced not more than 1.2 m centres. 4) The minimum clearance between the road face of the kerb and the outer edge of the wheel or track, C, shall be as under: Carriageway width Minimum value of C (m) Single - Lane Bridges 0.3 Upto width of 5.3 m Multi-Lane Bridges 12 More than 5.3 m 5) Axle loads in tonne. Linear dimensions in metre. tay sere) ON P-P E+ + a + = t 5 + PLAN DRIVING VEHICLE t ® @ shod 3.200'l°°4_ 4.300 | 3.000] 3.090 | 3.000| 20.000 + 63 2727 NAMA 68 68 68 68 20 27 Class A Train of Vehicles Fig. 2 Class ‘A’ Train of Vehicles (Clause 204.1) 10NOTES: 2) 3) 4) 8) IRC:6-2010 The nose to tail distance between successive trains shall not be less than 18.5 m. For single-lane and multi-lane bridges live load combinations as given in Table 2 shall be followed. ‘The ground contact area of the wheels shall be as under: Axle load (tonne) Ground contact area B (mm) w(mm) 14 250 500 68 200 380 27 150 200 CLEAR CARRIAGEWAY WIDTH The minimum clearance, f, between outer edge of the wheel and the roadway face of the kerb and the minimum clearance, g, between the outer edges of passing or crossing vehicles on multi-lane bridges shall be as given below:- Clear carriageway width g f 5.5mto7.5m Uniformly increasing from | 150 mm for all 0.4mto1.2m carriageway widths Above 7.5 m 1.2m Axle loads in tonne. Linear dimensions in metre. "1IRC:6-2010 4.400 =| P PLAN DRIVING VEHICLE 48.500 8.300 4.200 4800 (1.200 4.800 18.500, Se 3.000] 3.000 mil 20,000 shed 4a 1616 6868 41 41 4 44 16 16 Class B Train of Vehicles Fig. 3 Class ‘B' Train of Vehicles (Clause 204.1) NOTES: 4) The nose to tail distance between successive trains shall not be less th 18.5 m.IRC:6-2010 + 2) No other live load shall cover any part of the carriageway when a train of vehicles (or trains of vehicles in multi-tane bridge) is crossing the bridge. 3) The ground contact area of the wheels shall be as under:~ Axle load Ground contact area (tonne) B(mm) W (mm) 68 200 ___ 380 44 150 300 16 125 175 =—— CLEAR CARRIAGEWAY WIDTH | | | | | ie (0.4mto12m (widths ( Above? m \a2m ! ) 5) Axle loads in tonne. Linear dimensions in metre. 4.4 Vehicles in adjacent lanes shall be taken as headed in the direction producing imum stresses. 4.5 The spaces on the carriageway left uncovered by the standard train of vehicles shall be assumed as subject to any additional live load unless otherwise specified in Table 2. Dispersion of Load through Fills of Arch Bridges dispersion of loads through the fills above the arch shall be assumed at 45 degrees both and perpendicular to the span in the case of arch bridges. 13IRC:6-2010 204.3 Combination of Live Load This Clause shall be read in conjunction with Clause 112.1 of IRC:5. The carriageway live load combination shall be considered for the design as shown in Table 2. Table 2 Live Load Combination ['SLNo | Carriageway width Number of lanes for Load combination design purposes 1) | Less than 6.3m 1 One lane of Class A | considered to occupy 2.3 m. | The remaining width of carriageway shall be loaded with 500 kg/m? | 2) | 5.3 mand above but less 2 One lane of Class 70R OR than 9.6 m two lanes of Class A 3) | 9.6 mand above but less 3 One lane of Class 70R for than 13.1 m every two lanes with one lane | of Class A on the remaining lane OR 3 lanes of Class A 4) | 13.1 mand above but less 4 fnenileeins One lane of Class 70R for 5) | 16.6 mand above but less 5 | every two lanes with one lane than 20.1 m of Class A for the remaining | lanes, if any, OR one lane of 6) | 20.1 mand above but less 6 | Class A for each lane. than 23.6 m NOTES : 1) The width of the two-lane carriageway shall be 7.5 m as per Clause 1124, of IRC:5, 2) See Note 2 under Clause 204.1.3 regarding use of 70R loading in place of Class AA Loading and vice-versa 205 REDUCTION IN THE LONGITUDINAL EFFECT ON BRIDGES ACCOMMODATING MORE THAN TWO TRAFFIC LANES Reduction in the longitudinal effect on bridges having more than two traffic lanes due to the low probability that all lanes will be subjected to the characteristic loads simultaneously shall 14IRC:6-2010 be in accordance with the Table shown below: Number of lanes Reduction in longitudinal effect For two lanes No reduction For three lanes 10% reduction "| For four lanes 20% reduction ‘|For five or more lanes 20% reduction NOTES: 1) However, it should be ensured that the reduced longitudinal effects are not less severe than the longitudinal effect, resulting from simultaneous loads on two adjacent lanes. Longitudinal effects mentioned above are bending moment, shear force and torsion in longitudinal direction 2) The above Table is applicable for individually supported superstructure of multi-laned carriageway. In the case of separate sub-structure and foundations, the number of lanes supported by each of them is to be considered while working out the reduction percentage. In the case of combined sub-structure and foundations, the total number of lanes for both the carriageway is to be considered while working out the reduction percentage. 206 FOOTWAY, KERB, RAILINGS, PARAPET AND CRASH BARRIERS horizontal force specified for footway, kerb, railings, parapet and crash barriers in this tion need not be considered for the design of main structural members of the bridge. fowever, the connection between kerb/railings/papapet, crash barrier and the deck should adequately designed and detailed. For all parts of bridge floors accessible only to pedestrians and animals and for footways the loading shall be 400 kg/m’. Where crowd loads are likely to occur, such on bridges located near towns, which are either centres of pilgrimage or where large regational fairs are held seasonally, the intensity of footway loading shall be increased 400 kg/m? to 500 kg/m?. When crowd load is considered, the bridge should also be Ined for the case of entire carriageway being occupied by crowd load. }2 Kerbs, 0.6 m or more in width, shall be designed for the above loads and for a local fal force of 750 kg per metre, applied horizontally at top of the kerb. If kerb width is less 0.6 m, no live load shall be applied in addition to the lateral load specified above. 15IRC:6-2010 206.3 In bridges designed for any of the loadings described in Clause 204.1, the main girders, trusses, arches, or other members supporting the footways shall be designed for the following live loads per square metre for footway area, the loaded length of footway taken in each case being, such as, to produce the worst effects on the member under consideration: a) __ Foreffective span of 7.5 mor less, 400 kg/m? or 500 kg/m? as the case may be, based on Sub-Clause 206.1. b) __ For effective spans of over 7.5 m but not exceeding 30 m, the intensity of load shall be determined according to the equation : 300. p=pL (a 9 ) c) _ For effective spans of over 30 m, the intensity of load shall be determined according to the equation : p=(P" - 25042808) 185 Ww" IL 15 where = 400 kg/m? or 500 kg/m? as the case may be, based on Sub-Clause 206.1.When crowd load is considered for design of the bridge, the reduction mentioned in this clause will not be applicable. P= the live load in kg/m? L =the effective span of the main girder, truss or arch in m, and W = width of the footway in m 206.4 Each part of the footway shall be capable of carrying a wheel load of 4 tonne, whi shall be deemed to include impact, distributed over a contact area 300 mm in diameter, permissible working stresses shall be increased by 25 percent to meet this provision. Thi provision need not be made where vehicles cannot mount the footway as in the case of footway separated from the roadway by means of an insurmountable obstacle, such as, tr or a main girder. NOTE : A footway kerb shall be considered mountable by vehicles. 206.5 The Pedestrian/Bicycle Railings/Parapets The pedestrianibicycle railings/parapets can be of a large variety of construction. The desi loads for two basic types are given below:~ i) Type: — Solid/partially filled in parapet continuously cantilevering along full length deck level.IRC:6-2010 Loading: Horizontal and vertical load of 150 kg/m? acting simultaneously on the top level of the parapet. il) Type: Frame type with discrete vertical posts cantilevering from the curb/deck with minimum two rows of horizontal rails (third row bring the curb itself, or curb replaced by a low level 3" rail). The rails may be simply supported or continuous over the posts. Loading: Each horizontal railing designed for horizontal and vertical load of 150 kg/m’, acting simultaneously over the rail. The filler portion, supported between any two horizontal rails and vertical rails should be designed to resist horizontal load of 150 kg/m’. The posts to resist horizontal load of 150 kg x spacing between posts in metres acting on top of the post. 206.6 Crash Barriers Crash barriers are designed to withstand the impact of vehicles of certain weights at certain angle while travelling at the specified speed. They are expected to guide the vehicle back ‘on the road while keeping the level of damage to vehicle as well as to the barriers within acceptable limits. Following are the three categories for different applications: Category Application Containment for P+1: Normal Containment Bridges carrying expressway, or| equivalent 15 KN vehicle at 110 km/h, and 20° angle of impact P-2: Low Containment All other bridges except bridge over railways 45 KN vehicle at 80 km/h and 20° angle of impact P.3: High Containment At hazardous and high risk locations, over busy railway lines, complex interchanges, etc. 300 KN vehicle at 60 km/h and 20° angle of impact The barriers can be of rigid type, using cast-in-situ/precast reinforced concrete panels, or of flexible type, constructed using metallic cold-rolled and/or hot-rolled sections. The metallic type, called semi-rigid type, suffer large dynamic deflection of the order of 0.9 to 1.2 mimpact, whereas the ‘rigid’ concrete type suffer comparatively negligible deflection. The efficacy of the two types of barriers is established on the basis of full size tests carried out by the laboratories specializing in such testing. Due to the complexities of the structural action, the Value of impact force cannot be quantified Acettificate from such laboratory can be the only basis of acceptance of the semi-rigid type, inwhich case all the design details and construction details tested by the laboratcry are to be followed in toto without modifications and without changing relative strengths and positions of any of the connections and elements. 17IRC:6-2010 For the rigid type of barrier, the same method is acceptable. However, in absence of testing/test certificate, the minimum design resistance shown in Table 3 should be built into the section Table 3 Minimum Design Resistance SI. Requirement Types of Crash Barrier No. P-1 In-situ/ | P-2 In-situ/ P-3 In-situ Precast_| Precast 1) [Shape ‘Shape on traffic side to be as per IRC:5, or New Jersey (NJ) Type of ‘F’ Shape designated thus by AASHTO 2) [Minimum grade of concrete | M-40 M-40 M-40 3) [Minimum thickness of RC [175mm | 175mm 250 mm wall (at top) 4) [Minimum ~~ moment of [45 kNiv/m | 7.5kNm/m | 100 kNm/m for resistance at base of end section and the wall [see note (i)] for 75 kNmim for bending in vertical plane with intermediate section reinforcement adjacent to the [see note (iii)] traffic face [see note (i) 5) | Minimummomentofresistance | 7.5 kNmim | 3.75 kNmim | 40 kKNm/m for bending in horizontal plane with reinforcement adjacent to outer face [see note (ii)] 6) Minimum moment of | 22.5 11.25, Not applicable resistance of anchorage at the | kNm/m kNm/m. base of a precast reinforced concrete panel : 7) [Minimum transverse shear | 44 kN/m of |22.5kNim _ | Not applicable resistance at vertical joints | joint of joint between precast panels, or at vertical joints made between lengths of in-situ crash barrier. 8) _| Minimum height 900mm [900 mm 1550 mm NOTES: ii) iii) The base of wall refers to horizontal sections of the parapet within 300 mm above the adjoining paved surface level. The minimum moments of resistance shall reduce linearly from the base of wall value to zero at top of the parapet. In addition to the main reinforcement, in items 4 & 5 above, distribution steel equal to 50 percent of the main reinforcement shall be provided in the respective faces. For design purpose the crash barrier Type P-3 shall be divided into end sections extending a distance not greater than 3.0 m from ends of the crash barrier and intermediate sections extending along remainder of the crash barrier. 184 IRC:6-2010 iv) If concrete barrier is used as a median divider, the steel is required to be placed on both sides. v) Incase of P-3 In-situ type, a minimum horizontal transverse shear resistance of 135 kN/m shall be provided 206.7 Vehicle Barriers/Pedestrian Railing between Footpath and Carriageway Where considerable pedestrian traffic is expected, such as, in/near townships, rigid type of reinforced concrete crash barrier should be provided separating the vehicular traffic from the same. The design and construction details should be as per Clause 206.6. For any other type ofrigid barrier, the strength should be equivalent to that of rigid RCC type For areas of low intensity of pedestrian traffic, semi-rigid type of barrier, which suffers large deflections can be adopted. . 207 TRAMWAY LOADING 207.1 When a road bridge carries tram lines, the live load due to the type of tram cars sketched in Fig. 4 shall be computed and shall be considered to occupy a 3 m width of roadway. 207.2 Anose to tail sequence of the tram cars or any other sequence which produces the heaviest stresses shall be considered in the design. Fig. 4 Average Dimension of Tramway Rolling Stock (Clause 207.1) 19IRC:6-2010 . NOTES: ’ Clearance between passing single deck bogie cars on straight tracks laid standard 2.75 m track centres shall be 300 mm. 2) Clearance between passing double bogie cars on straight tracks laid at stand: 2.75 m track centres shall be 450 mm. 3) Linear dimensions in metre. ROLLING STOCK WEIGHT Description Loaded weight (tonne) Unloaded weight (tonne) Single truck (Single deck) 96 7.9 Bogie car (Single deck) ag 12.2 Bogie car (Double deck) 215 16.0 207.3. Stresses shall be calculated for the following two conditions and the maximum thereof considered in the design. a) Tram loading, followed and preceded by the appropriate standard loading specified in Clause 204.1 together with that standard loading on the traffic lanes not occupied by the tram car lines. b) The appropriate standard loading specified in Clause 204.1 without any tram cars, 208 IMPACT 208.1 Provision for impact or dynamic action shall be made by an increment of the live load by an impact allowance expressed as a fraction or a percentage of the applied live load 208.2 For Class A or Class B Loading In the members of any bridge designed either for Class A or Class B loading (vide Clause 204.1), this impact percentage shall be determined from the curves indicated in Fig.5. The impact fraction shall be determined from the following equations which are applicable for spans between 3 m and 45 m. i) Impact factor fraction for reinforced concrete bridges 6+L amet) © 13.5+L ii) Impact factor fraction for steel bridges 20IRC:6-2010 re Lis length in metres of the span as specified in Clause 208.5 For Class AA Loading and Class 70R Loading value of the impact percentage shall be taken as follows:- a) For spans less than 9m: 1) for tracked vehicles : 25 percent for spans upto 5 m linearly reducing to 10 percent for spans of 9 m 2) for wheeled vehicles 25 percent (b) For spans of 9 m or more : i) Reinforced concrete bridges 1) Tracked vehicles : 10 percent upto a span of 40 m and in accordance with the curve in Fig. 5 for spans in excess of 40 m 2) Wheeled vehicles : 25 percent for spans upto 12 m and in accordance with the curve in Fig. 5 for spans in excess of 12 m. ii) Steel bridges 3) Tracked vehicles 10 percent for all spans 4) Wheeled vehicles 25 percent for spans upto 23 m and in accordance with the curve indicated in Fig. 5 for spans in excess of 23 m 8.4 No impact allowance shall be added to the footway loading specified in Clause 206. o ® ® “ “ — Cine er Con Be % — ca Si Bm fs be [154 PERCENT FOR SPANS OF 45m OR MORE ‘BB PERCENT FOR SPANS OF dan OR MORE 0 8 6 9 2 15 18 2 2 27 mm 36 4 45 48 Bt SH 87 Span in Metre Fig. 5 Impact Percentage for Highway Bridges for Class A and Class B Loading (Clause 208.2) 21IRC:6-2010 208.5 The span length to be considered for arriving at the impact percentages specified| Clause 208.2 and 208.3 shall be as follows: a) For spans simply supported or continuous or for arches ... the effective span on which the load is placed b) For bridges having cantilever arms without suspended spans - the effective overhang of the cantilever arms reduced by 25 percent for loa on the cantilever arms and the effective span between supports for loads the main span. ©) For bridges having cantilever arms with suspended span ... the effective overhang of the cantilever arm plus half the length of the suspended span for loads on the cantilever arm, the effective length of the suspended span for loads on the suspended span and the effective span between supports for load on the main span. NOTE: “For individual members of a bridge, such as, a cross girder or deck slab, etc. the value of L mentioned in Clause 208.2 or the spans mentioned in clause 208.3 shall be the effective span of the member under consideration", 208.6 In any bridge structure where there is a filling of not less than 0.6 m including the road crust, the impact percentage to be allowed in the design shall be assumed to be one- half of what is specified in Clauses 208.2 and 208.: 208.7 For calculating the pressure on the bearings and on the top surface of the bed blocks, full value of the appropriate impact percentage shall be allowed. But, for the design of piers abutments and structures, generally below the levc! of the top of the bed block, the appropriate impact percentage shall be multiplied by the factor given below: a) For calculating the pressure at the bottom surface of the bed block «ww G6. b) For calculating the pressure on the we (05 top 3 m of the structure below the bed block decreasing uniformly to zero c) For calculating the pressure on the portion of the zero structure more than 3 m below the bed block 22IRC:6-2010 8 In the design of members subjected to among other stresses, direct tension, such hangers in a bowstring girder bridge and in the design of member subjected to direct pression, such as, spandrel columns or walls in an open spandrel arch, the impact tage shall be taken the same as that applicable to the design of the corresponding ber or members of the floor system which transfer loads to the tensile or compressive embers in question, 19 These Clauses on impact do not apply to the design of suspension bridges. In le suspended bridges and in other bridges where live load to dead load ratio is high, the mic effects, such as, vibration and fatigue shall be considered. 209 WIND LOAD | This clause is applicable to normal span bridges with individual span length up to mor for bridges with height of pier up to 100 m. For alll other bridges including cable d bridges, suspension bridges and ribbon bridges specialist literature shall be used for imputation of design wind load. 1.1 The wind pressure acting on a bridge depends on the geographical locations, ¢ terrain of surrounding area, the fetch of terrain upwind of the site location, the local pography, the height of bridge above the ground, horizontal dimensions and cross-section ‘of bridge or its element under consideration. The maximum pressure is due to gusts that use local and transient fluctuations about the mean wind pressure. Allstructures shall be designed for the following wind forces. These forces shall be considered toact in such a direction that the resultant stresses in the member under consideration are maximum. ineddition to applying the prescribed loads in the design of bridge elements, stability against overturning, uplift and sliding due to wind shall be considered. 209.2 The wind speed at the location of bridge shall be based on basic wind speed map as shown in Fig. 6. The intensity of wind force shall be based on hourly mean wind speed and pressure as shown in Table 4. The hourly mean wind speed and pressure values given in Table 4 corresponds to a basic wind speed of 33 m/s, return period of 100 years, for bridges siuated in plain terrain and terrain with obstructions, with a flat topography. The hourly mean wind pressure shall be appropriately modified depending on the location of bridge for other 23IRC:6-2000 basic wind speed as shown in Fig. 6 and used for design (see notes below Table 4). Table 4 Hourly Mean Wind Speed And Wind Pressure (For a basic wind speed of 33 m/s as shown in Fig. 6) Bridge situated in Hm) Plain terrain Terrain with obstructions V, (m/s) P, (Nim?) V, (m/s) P, (Nim?) Up to 10m 27.80 463.70 17.80 190.50 15. 29.20 512.50 19.60 230.50 20 30.30 550.60 21.00 265.30 30 34.40 590.20 22.80 312.20 50 33.10 659.20 24.90 79.40 60 33.60 676.30 25.60 392.90 70 34.00 693.60, 26.20 412.80 80 34.40 711.20 26.90 433.30 90 34.90 729.00 27.50 454.20 100 35.30 747.00 28.20 475.60 H = the average height in metres of exposed surface above the mean retarding surface (ground or bed or water level) V, = hourly mean speed of wind in m/s at height H P, = horizontal wind pressure in N/m? at height H NOTES: 1) Intermediate values may be obtained by linear interpolation. 2) Plain terrain refers to open terrain with no obstruction or with very well sca 3) 4) 5) 6) obstructions having height up to 10 m. Terrain with obstructions refers to a terrain numerous closely spaced structures, forests or trees upto 10 m in height with isolated tall structures or terrain with large number of high closed spaced obstru like structures, trees forests etc. For other values of basic wind speed as indicated in Fig. 6, the hourly mean speed shall be obtained by multiplying the corresponding wind speed value by. ratio of basic wind speed at the location of bridge to the value corresponding Table 4, (i¢., 33 m/sec.) The hourly mean wind pressure at an appropriate height and terrain shall be obtained multiplying the corresponding pressure value for base wind speed as indicated in Ta by the ratio of square of basic wind speed at the location of wind to square of base speed corresponding to Table 4 (i.e., 33 m/sec). If the topography (hill, ridge escarpment or cliff) at the structure site can acceleration or funneling of wind, the wind pressure shall be further increased 20 percent as stated in Note 4. For construction stages, the hourly mean wind pressure shall be taken as 70 pa of the value calculated as stated in Note 4 and 5. 24INTENSITY OF WIND PRESSURE IRC:6-2010 68 72 0 76 & 80 fF g4.) ¢ ae, 92 6 INDIA Kilometers 500 ae 28 4 24 5 20 & | 16 16 | 7 7 12+ 12 é 8 Quito Thiruvanathapuram 8. Kanniyakuma 18 e 72 o 76 é 80 s 84 . swe Fig. 6 Wind Map of India (Source: 1S:: 875 (Part-3)-1987) 25INTENSITY OF WIND PRE 68 72 > «76 80 Ff 84) Dhan hoes Jabalpur Ambikapur Bilaspur Nege ndara_Raip purITY OF WIND PRESSURE - 8g 88 Oy 92 INDIA Scale IRC:6-2010 96 ; 36 2 Kilometers 32 3 28 4 24 20c 72 D 76 . 80 fi 84 Fig. 6 Wind Map of India (Source: IS: 25» 20 16 1 12 a py : al 80 7 84 s 88 H 92 ' ndia (Source: IS: 875 (Part-3)-1987) 25IRC:6-2010 Design Wind Force on Superstructure 1 The superstructure shall be designed for wind induced horizontal forces (acting transverse and longitudinal direction) and vertical loads acting simultaneously. The d wind direction shall be perpendicular to longitudinal axis for a straight structure or axis chosen to maximize the wind induced effects for a structure curved in plan. 2. The transverse wind force on a bridge superstructure shall be estimated as specified aise 209.3.3 and acting on the area calculated as follows: a) Fora deck structure: The area of the structure as seen in elevation including the floor system and railing, less area of perforations in hand tailing or parapet walls shall be considered. For open and solid parapets, crash barriers and railings, the solid area in normal projected elevation of the element shall be considered b) For truss structures: Appropriate area as specified in Annex C shall be taken c) For construction stages The area at all stages of construction shall be the appropriate unshielded solid area of structure 93.3. The transverse wind force F, (in N) shall be taken as acting at the centroids of the priate areas and horizontally and shall be estimated from: F,=P,xA,xGxC, se, P_is the hourly mean wind pressure in N/m? (see Table 4), A, is the solid area in m2 Clause 209.3.2), G is the gust factor and C, is the drag coefficient depending on the metric shape of bridge deck. : or highway bridges up to a span of 150 m, which are generally not sensitive to dynamic of wind, gust factor shall be taken as 2.0. The drag coefficient for slab bridges with width to depth ratio of cross-section, i.e b/d 2 10 shall be taken as 1.1. For bridge decks supported by single beam or box girder, C, shall be taken as 1.50 for b/d ratio of 2 and as 1.3 if b/d 2 6. For intermediate b/d ratios C,, shall be interpolated. For deck supported by two or more beams or box girder it shall be taken as 1.5 times C,, for the single beam or box, however the value shalll not be less than 1.3. ‘For deck supported by single plate girder it shall be taken as 2.2. When the deck is supported ‘by two or more plate girders, for the combined structure C,, shall be taken as 2(1+c/20d), but ix more than 4, where c is the centre to centre distance of adjacent girders, and d is the depth of windward girder. _Fortruss girder superstructure the drag coefficients shall be derived as given in Annex D. For other type of deck cross-sections C,, shall be ascertained either from wind tunnel tests or, if available, for similar type of structure, specialist literature shall be referred to. 27IRC:6-2010 209.3.4 The longitudinal force on bridge superstructure F, (in N) shall be taken as 25 per and 50 percent of the transverse wind load as calculated as per Clause 209.3.3 for be box/plate girder bridges and truss girder bridges respectively. 209.3.5 An upward or downward vertical wind load F, (in N) acting at the centroid of appropriate areas, for all superstructures shall be derived from: F,=P,xA,x Gx C, where P, is the hourly mean wind pressure in Nim? at height H (see Table 4) ,_ is the area in plan in m? is the lift coefficient which shall be taken as 0.75 for normal type of siab, |-girder and plate girder bridges. For other type of deck cross-sections C, s be ascertained either from wind tunnel tests or, if available, for similar type structure. Specialist literature shall be referred to. G is the gust factor as defined in 209.3.3 209.3.6. The transverse wind load per unit exposed frontal area of the live load shal computed using the expression F, given in Clause 209.3.3 except that C, against be taken as 1.2. The exposed frontal area of live load shall be the entire length of superstructure seen in elevation in the direction of wind as defined in clause or any pat that length producing critical response, multiplied by a height of 3.0 m above the road surface. Areas below the top of a solid barrier shall be neglected. The longitudinal wind load on live load shall be taken as 25 percent of transverse wind as calculated above. Both loads shall be applied simultaneously acting at 1.5 m above! roadway. 209.3.7 The bridges shall not be considered to be carrying any live load when the speed at deck level exceeds 36 m/s. 209.3.8 In case of cantilever construction an upward wind pressure of P_ x C,x G Nim? Clause 209.3.5 for notations) on bottom soffit area shall be assumed on Stabilizing cantik arm in addition to the transverse wind effect calculated as per Clause 209.3.3. In addition’ the above, other loads defined in clause 218.3 shall also be taken in to consideration. 209.4 Design Wind Forces on Substructure The substructure shall be designed for wind induced loads transmitted to it from ‘superstructure and wind loads acting directly on the substructure. Loads for wind directi¢ both normal and skewed to the longitudinal centerline of the superstructure shall considered. F, shall be computed using expression in Clause 209.3.3 with A, taken as the solid a normal projected elevation of each pier. No allowance shall be made for shielding. For piers, C,, shall be taken from Table 5. For piers with cross-section dissimilar to th given in Table 5, C, shall be ascertained either from wind tunnel tests or, if available, 28IRC:6-2010 e of structure, specialist literature shall be referred to C,, shall be derived for each hout shielding Table 5 Drag Coefficients C, For Piers ¢, For pier HEIGHT pavios oF BREADTH 2 fa foe | « foe | w | ao | a é —— a fsa foe [ots ]ots ]oar ]ote |oa : > |oas | aa | ts | ae | as | ao | ze 3 2 | as | aa | as | ae | se | zo | 22 + [sz | as | se | ts | ote | se | 20 a 1.0 44 12 13 14 15 AT 2 ao | wo | ar | a2 | aa | ta + > | os | os | os | oo | oo | 10 | 12 i sa | oe | os | os | oo | oo | oo | 11 sauare ee OstacoNal to | sa | vz | as | tw | ow | te 120€ POLYGON or | os | oo | oo | w | 14 | 12 GRGLE WITH SHOOTH Suntace rere Nsom ss os | os | os | os | os | 06 | 06 GRCLEWiTH SMOOTH SURFACE WHERE teens Cikcue with ROUGH Surace Om TH PRIENECTIONS O7 oT 08 08 09 1.0 12 29IRC:6-2010 NOTES: 1) For rectangular piers with rounded corners with radius r, the value of C,, derived from Table 5 shall be multiplied by (1-1.5 1/b) or 0.5, whichever is greater. 2) Forapier with triangular nosing, C, shall be derived as for the rectangle encompassing the outer edges of pier. 3) For pier tapering with height, C,, shall be derived for each of the unit heights i which the support has been subdivided. Mean values of f and b for each unit hei shall be used to evaluate /b. The overall pier height and mean breadth of each ut height shall be used to evaluate height/breadth. 4) After construction of the superstructure C, shall be derived for height to bread ratio of 40. 209.5 Wind Tunnel Testing Wind tunnel testing by established procedures shall be conducted for dynamic sensitive structures such as cable stayed, suspension bridges etc., including modeling appurtenances. 210 HORIZONTAL FORCES DUE TO WATER CURRENTS 210.1 Any part of a road bridge which may be submerged in running water shall designed to sustain safely the horizontal pressure due to the force of the current. 210.2 Onpiers parallel to the direction of the water current, the intensity of pressure s! be calculated from the following equation: P=52kV where P= intensity of pressure due to water current, in kg/m? V_ = the velocity of the current at the point where the pressure intensity is bein calculated, in metre per second, and K = aconstant having the following values for different shapes of piers illustrate in Fig. 7 i) Square ended piers (and for the superstructure) 1.50 ii) Circular piers or piers with semi-circular ends 0.66 iii) Piers with triangular cut and ease waters, the angle included between the faces being 30° or less 0.50 30IRC:6-2010 iv) Piers with triangular cut and ease waters, the angle included between the faces being more than 30° but less than 60° 0.50 to 0.70 v) -do- 60 to 90° 0.70 to 0.90 vi) Piers with cut and ease waters of equilateral ares of circles 0.45 Vii) Piers with arcs of the cut and ease waters intersecting at 90° 0.50 Pi “ith id iers with square ends Circular piers or piers with semi- circular ends Piers with triangular cut and ease waters, the angle included between the faces being 30 degrees or less Piers with triangular cut and ease waters, the angle included between er the faces being more than 30 degrees but less than 60 degrees Piers with triangular cut and ease waters, the angle included between the faces being 60 to 90 degrees Piers with arcs of the cut and ease waters intersecting at 90 degrees Piers with cut and ease waters of ‘equilateral arcs of circles. Fig. 7 Shapes of Bridge Piers (Clause 210.2) 31IRC:6-2010 210.3. The value of V? in the equation given in Clause 210.2 shall be assumed to vary linearly from zero at the point of deepest scour to the square of the maximum velocity at the free surface of water. The maximum velocity for the purpose of this sub-clause shall be assumed to be V2 times the maximum mean velocity of the current. | Fee stee tame if x POINT OF DEEPEST SCOUR 2 Square of velocity at a height 'X' from the point of deepest Scour = U? = 2ux where V is the maximum mean velocity. 210.4 When the current strikes the pier at an angle, the velocity of the current shall be resolved into two components — one parallel and the other normal to the pier. a) The pressure parallel to the pier shall be determined as indicated in Clause 210.2 taking the velocity as the component of the velocity of the current ina direction parallel to the pier. b) The pressure of the current, normal to the pier arid acting on the area of the side elevation of the pier, shall be calculated similarly taking the velocity as the component of the velocity of the current in a direction normal to the pier, and the constant K as 1.5, except in the case of circular piers where the constant shall be taken as 0.66 210.5 To provide against possible variation of the direction of the current from the direction assumed in the design, allowance shall be made in the design of piers for an extra variation in the current direction of 20 degrees that is to say, piers intended to be parallel to the direction of current shall be designed for a variation of 20 degrees from the normal direction of current and piers originally intended to be inclined at 8 degree to the direction of the current shall be designed for a current direction inclined at (20+0) degrees to the length of the pier. 210.6 In case of a bridge having a pucca floor or having an inerodible bed, the effect of cross-currents shall in no case be taken as less than that of a static force due to a difference of head of 250 mm between the opposite faces of a pier. 210.7 When supports are made with two or more piles or trestle columns, spaced closer than three times the width of piles/columns across the direction of flow, the group shall be 32IRC:6-2010 lteated as a solid rectangle of the same overall length and width and the value of K taken @s 1.25 for calculating pressures due to water currents, both parallel and normal to the pier. If such piles/columns are braced, then the group should be considered as a solid pier, iinespective of the spacing of the columns. 211 LONGITUDINAL FORCES 211.1 In all road bridges, provision shall be made for longitudinal forces arising from any one or more of the following causes: a) Tractive effort caused through acceleration of the driving wheels; b) Braking effect resulting from the application of the brakes to braked wheels; and ¢) Frictional resistance offered to the movement of free bearings due to change of temperature or any other cause. NOTE : Braking effect is invariably greater than the tractive effort. 21.2 The braking effect on a simply supported span or a continuous unit of spans or on any other type of bridge unit shall be assumed to have the following value: a)_In the case of a single lane or a two lane bridge : twenty percent of the first train load plus ten percent of the load of the succeeding trains or part thereof, the train loads in one lane only being considered for the purpose of this sub- clause. Where the entire first train is not on the full span, the braking force shall be taken as equal to twenty percent of the loads actually on the span or continuous unit of spans. b)_ In the case of bridges having more than two-lanes: as in (a) above for the first two lanes plus five per cent of the loads on the lanes in excess of two. NOTE : The loads in this Clause shall not be increased on account of impact. 211.3 The force due to braking effect shall be assumed to act along a line parallel to the roadway and 1.2 m above it. While transferring the force to the bearings, the change in the \eriical reaction at the bearings should be taken into account. 21.4 The distribution of longitudinal horizontal forces among bridge supports is effected by the horizontal deformation of bridges, flexing of the supports and rotation of the foundations. For spans resting on stiff supports, the distribution may be assumed as given below in Clause 211.5. For spans resting on flexible supports, distribution of horizontal forces may be tattied out according to procedure given below in Clause 211.6. 21.5 Simply Supported and Contiruous Spans on Unyielding Supports 2115.1. Simply supported spans on unyielding supports 211.5.1.1 For a simply supported span with fixed and free bearings (other than elastomeric {ype) on stiff supports, horizontal forces at the bearing level in the longitudinal direction shall 33IRC:6-2010 be greater of the two values given below: Fixed bearing Free bearing i) F,-u(R,+R) H(R AR) or ii) & +H (RAR) H(R,+R) where, F, = Applied Horizontal force R, = Reaction at the free end due to dead load R, = Reaction al free end due to live load = Coefficient of friction at the movable bearing which shall be assumed to have the following values: i) For steel roller bearings 0.03 ii) For concrete roller bearings 0.05 iii) For sliding bearings: a) Steel on cast iron or steel on steel 04 b) Gray cast iron Gray cast iron (Mechanite) 0.3 c) Concrete over concrete with bitumen layer in between 05 0.03 and 0.05 4) Teflon on stainless steel whichever is governing NOTE: a) For design of bearings, the corresponding forces may be taken as per relevant IRC Codes b) Unbalanced dead load shall be accounted for properly. The structure under the fixed bearing shall be designed to withstand the full seismic and design braking/tractive force. 211.5.1.2 In case of simply supported small spans upto 10 m resting on unyielding supports and where no bearings are provided, horizontal force in the longitudinal direction ai the bearing level shall be 4 or HR, whichever is greater 211.5.1.3 For a simply supported span siting on identical elastomeric bearings at each end resting on unyielding supports. Force at each end = fx +ViI, 2 Mile V, = shear rating of the elastomer bearings j,, = movement of deck above bearing, other than that due to applied forces 34IRC:6-2010 , 211.5.1.4 The substructure and foundation shall also be designed for 10 percent variation * in movement of the span on either side. 21.5.2 For continuous bridges with one fixed bearing or other free bearings: Fixed bearing Free bearing Case-l (JR-pL) +ve F, acting in +ve direction (@) fFL>2uR F,- (UR + pL} a7 (UR + pL) Rx (b) IfF,<2uR Fy TEn, * (uR—- pL) Case-il (WR -L) +ve F,, acting in -ve direction (@) fF,>2pL F,-(HR + pL) (b) fF, < 2p Rx Fi, + (pR—- pl) Tan whichever is greater Norn, = number of free bearings to the lefi or right of fixed bearings, respectively uLoryR = the total horizontal force developed at the free Bearings to the left or right of the fixed bearing respectively uR, =the net horizontal force developed at any one of the free bearings considered to the left or right of the fixed bearings E : In seismic areas, the fixed bearing shall also be checked for full seismic force and braking/ tractive force. The structure under the fixed bearing shall be designed to withstand the full seismic and design braking/tractive force. .6 Simply Supported and Continuous Spans on Flexible Supports 1.6.1 Shear rating ofa supportis the horizontal force required to move the top of the support rough a unit distance taking into account horizontal deformation of the bridges, flexibility of ‘support and rotation of the foundation. The distribution of ‘applied’ longitudinal horizontal es (e.g., braking, seismic, wind etc.) depends solely on shear ratings of the supports and be estimated in proportion to the ratio of individual shear ratings of a support to the sum the shear ratings of all the supportsIRC:6-2010 211.6.2. The distribution of self-induced horizontal force caused by deck movement (owing to temperature, shrinkage, creep, elastic shortening, etc.) depends not only on shear ratings of the supports but also on the location of the ‘zero’ movement point in the deck. The sheat rating of the supports, the distribution of applied and self-induced horizontal force and the determination of the point of zero movement may be made as per recognized theory fo! which reference may be made to publications on the subjects. 211.7 The effects of braking force on bridge structures without bearings, such as, arches, rigid frames, etc., shall be calculated in accordance with approved methods of analysis of indeterminate structures. 211.8 The effects of the longitudinal forces and all other horizontal forces should be calculated upto a level where the resultant passive earth resistance of the soil below the deepest scour level (floor level in case of a bridge having pucca floor) balances these forces, 212 CENTRIFUGAL FORCES 212.1 Where a road bridge is situated on a curve, all portions of the structure affected bj the centrifugal action of moving vehicles are to be proportioned to carry safely the stress induced by this action in addition to all other stress to which they may be subjected 212.2 The centrifugal force shall be determined from the following equation: wv? 127R where C = Centrifugal force acting normally to the traffic (1) at the point of action of the wheel loads or (2) uniformly distributed over every metre length on which a uniformly distributed load acts, in tonnes. W = Live load (1) in case of wheel loads, each wheel load being considered as acting over the ground contact length specified in Clause 204, in tonnes, and (2) in case of a uniformly distributed live load, in tonnes per linear metre. V = The design speed of the vehicles using the bridge in km per hour, and R= The radius of curvature in metres. 212.3 The centrifugal force shalll be considered to act at a height of 1.2 m above the leve of the carriageway. 212.4 No increase for impact effect shall be made on the stress due to centrifugal action. 36IRC:6-2010 212.5 The overturning effect of the centrifugal force on the structure as a whole shall also be duly considered. 213 BUOYANCY 213.1 In the design of abutments, especially those of submersible bridges, the effects of buoyancy shall also be considered assuming that the fill behind the abutments has been removed by scour. 213.2. To allow for full buoyancy a reduction is made in the gross weight of the member affected, in the following manner: a) When the member under consideration displaces water only, e.g., a shallow pier or abutment pier founded at or near the bed level, the reduction in weight shall be equal to that of the volume of the displaced water. b) When the member under consideration displaces water and also silt or sand, e.g., a deep pier or abutment pier passing through strata of sand and silt and founded on similar material, the upward pressure causing the reduction in weight shall be considered as made up of two factors i) Full hydrostatic pressure due to a depth of water equal to the difference in levels between the free surface of water and the foundation of the member under consideration, the free surface being taken for the worst condition; and ii) Upward pressure due to the submerged weight of the silt or sand calculated in accordance with Rankine's theory for the appropriate angle of internal friction. 2133 In the design of submerged masonry or concrete structures, the buoyancy effect through pore pressure may be limited to 15 percent of full buoyancy, 213.4 In case of submersible bridges, the full buoyancy effect on the superstructure shall be taken into consideration 214 EARTH PRESSURE 214.1 Structures designed to retain earth fills shall be proportioned to withstand pressure calculated in accordance with any rational theory. Coulomb's theory shall be acceptable, subject to the modification that the centre of pressure exerted by the backfill, when considered dry is located at an elevation of 0.42 of the height of the wall above the base instead of 0.33, ofthat height. No structures shall, however, be designed to withstand a horizontal pressure less than that exerted by a fluid weighing 480 kg/m’. All abutments and return walls shall be designed for a live load surcharge equivalent to 1.2 m earth fill. 214.2 Reinforced concrete approach slab with 12 mm dia 150 mm cic in each direction both at top and bottom as reinforcement in M30 grade concrete covering the entire width of arIRC:6-2010 the roadway, with one end resting on the structure designed to retain earth and extending for a length of not less than 3.5 m into the approach shall be provided 214.3 All designs shall provide for the thorough drainage of backfilling materials by means of weep holes and crushed rock or gravel drains, or pipe drains, or perforated drains. 214.4 The pressure of submerged soils (not provided with drainage arrangements) shall be considered as made up of two components a) Pressure due to the earth calculated in accordance with the method laid down in Clause 214.1, the unit weight of earth being reduced for buoyancy, and b) Full hydrostatic pressure of water 215 TEMPERATURE 215.1 General Daily and seasonal fluctuations in shade air temperature, solar radiation, etc. cause the following: a) Changes in the overall temperature of the bridge, referred to as the effective bridge temperature. Over a prescribed period there will be a minimum and a maximum, together with a range of effective bridge temperature, resulting in loads and/or load effects within the bridge due to: i) Restraint offered to the associated expansion/contraction by the form of construction (e.g., portal frame, arch, flexible pier, elastomeric bearings) referred to as temperature restraint; and ii) Friction at roller or sliding bearings referred to as frictional bearing restraint; b) Differences in temperature between the top surface and other levels through the depth of the superstructure, referred to as temperature difference and resulting in associated loads and/or load effects within the structure Provisions shall be made for stresses or movements resulting from variations in the temperature. 215.2 Range of Effective Bridge Temperature Effective bridge temperature for the location of the bridge shall be estimated from the isotherms of shade air temperature given on Figs. 8 and 9. Minimum and maximum effective bridge temperatures would be lesser or more respectively than the corresponding minimum and maximum shade air temperatures in concrete bridges. In determining load effects due to temperature restraint in concrete bridges the effective bridge temperature when the structure is effectively restrained shall be taken as datum in calculating the expansion up to the maximum effective bridge temperature and contraction down to the minimum effective bridge temperature 38IRC:6-2010 MAP OF INDIA ‘SHOWING HIGHEST MAXIMUM TEMPERATURE SOPLETHS °C BASED ON DATA PTO 1988 SUPPLIED BY INDIA METROLOGICAL, DEPARTMENT PROJECTION: LAMBERT COMICAL ORTHOWORPHIC The territorial waters of India extend into the sea to a distance of twelve nautical miles measured from the appropriate base line. ‘Based upon Survey of India map with permission of the Surveyor General of India Government of india Copyright 1993 Responsibility for the correctness of internal details rests with the publishers. Fig. 8 Chart Showing Highest Maximum Temperature 39IRC:6-2010 MAP OF INDIA | shown tpwest maxon | _TekmerarieisorceTHs | | BASED ON DATAP TO 1958 SUPPLIED Pp INDIA METROLOGICAL | DEPARTMENT LUCKNOW. UR le rauror’/ KANPUR a vanaias| C ey The territorial waters of India extend into the sea to a distance of twelve nautical miles measured from the appropriate base line. Based upon Survey of India map with permission of the Surveyor General of India © Government of india copyright 1993. Responsibility for the correctness of internal details rests with the publishers. Fig. 9 Chart Showing Lowest Minimum Temperature 40IRC:6-2010 The bridge temperature when the structure is effectively restrained shall be estimated as follows: Bridge location having difference between Bridge temperature to be assumed when the maximum and minimum air shade temperature | structur e is effectively restrained >20°C Mean of maximum and minimum air shade temperature + 10 °C whichever is critical <20°C Mean of maximum and minimum air shade temperature + 5 °C whichever is critical For metallic structures the extreme range of effective bridge temperature to be considered in the design shall be as follows : 1) Snowbound areas from — 35°C to + 50°C 2) For other areas (Maximum air shade temperature + 15°C) to (minimum air shade temperature — 10°C). Air shade temperatures are to be obtained from Figs. 8 and 9. 215.3 Temperature Differences Effect of temperature difference within the superstructure shall be derived from positive temperature differences which occur when conditions are such that solar radiation and other fects cause a gain in heat through the top surface of the superstructure. Conversely, reverse temperature differences are such that heat is lost from the top surface of the bridge deck as aresult of re-radiation and other effects. Positive and reverse temperature differences for the purpose of design of concrete bridge decks shall be assumed as shown in Fig. 10 (a). These design provisions are applicable to concrete bridge decks with about 50 mm wearing surface. So far as steel and composite decks are concerned, Fig. 10 (b) may be referred for assessing the effect of temperature gradient. Posive Temperature Diferences Reverse Temperature Differences 17.8° 10.6" h, iW bh, Me0ah>0.10m 28h < 0.25m h a h L Fig. 10 (a) Design Temperature Differences for Concrete Bridge Decks 41IRC:6-2010 0 mm surtecing 50mm surfacing 0 mm surfacing Fig. 10 (b) Temperature Differences Across Steel and Composite Section NOTE: For intermediate slab thickness, T, may be interpolated 215.4 Material Properties For the purpose of calculating temperature effects, the coefficient of thermal expansion for RCC, PSC and steel structures may be taken as 12.0 x 10°/°C. 215.5 Permissible Increase in Stresses and Load Combinations Tensile stresses resulting from temperature effects not exceeding in the value of two third of the modulus of rupture may be permitted in prestressed concrete bridges. Sufficient amount of non-tensioned steel shall, however, be provided to control the thermal cracking. Increase in stresses shall be allowed for calculating load effects due to temperature restraint under load combinations. NOTE: Permissible increase in stresses and load combinations as stated under Clause 215.55 not applicable for Limit State Design of Bridges. 216 DEFORMATION STRESSES (for steel bridges only) 216.1 A deformation stress is defined as the bending stress in any member of an open web-girder caused by the vertical deflection of the girder caused by the vertical deflection of the girder combined with the rigidity of the joints. No other stresses are included in this definition. 216.2 All steel bridges shall be designed, manufactured and erected in a manner such that the deformation stresses are reduced to a minimum. In the absence of calculation, deformation stresses shall be assumed to be not less than 16 percent of the dead and live loads stresses. 216.3 _ In prestressed girders of steel, deformation stresses may be ignored. 42IRC:6-2010. 217 SECONDARY STRESSES i 217.1 a) Steel structures: Secondary stresses are additional stresses brought into play due to the eccentricity of connections, floor beam loads applied at intermediate points in a panel, cross girders being connected away from panel points, lateral wind loads on the end-posts of through girders etc., and stresses due to the movement of supports. b) Reinforced Concrete structures: Secondary stresses are additional stresses brought into play due either to the movement of supports or to the deformations in the geometrical shape of the structure or its member, resulting from causes, such as, rigidity of end connection or loads applied at intermediate points of trusses or restrictive shrinkage of concrete floor beams. 217.2. Allbridges shall be designated and constructed in a manner such that the secondary siresses are reduced to a minimum and they shall be allowed for in the design. 217.3 For reinforced concrete members, the shrinkage coefficient for purposes of design may be taken as 2 X 10°. 218 ERECTION STRESSES AND CONSTRUCTION LOADS 218.1 The effects of erection as per actual loads based on the construction programme shall be accounted for in the design. This shall also include the condition of one span being completed in all respects and the adjacent span notin position. However, one span dislodged condition need not be considered in the case of slab bridge not provided with bearings. 28.2 Construction loads are those which are incident upon a structure or any of its constituent components during the construction of the structures. Adetailed construction procedure associated with a method statement shall be drawn up during design and considered in the design to ensure that all aspects of stability and strength afthe structure are satisfied 218.3 Examples of Typical Construction Loadings are given’ below. However, each individual case shall be investigated in complete detail. Examples: a) Loads of plant and equipment including the weight handled that might be incident on the structure during construction. b) Temporary super-imposed loading caused by storage of construction material on a partially completed a bridge deck. ©) Unbalanced effect of a temporary structure, if any, and unbalanced effect of modules that may be required for cantilever segmental construction of a bridge d) Loading on individual beams and/or completed deck system due to travelling of a launching truss over such beams/deck system e) Thermal effects during construction due to temporary restraints. f) Secondary effects, if any, emanating from the system and procedure of construction. 43IRC:6-2010 g) Loading due to any anticipated soil settlement. h) Wind load during construction as per Clause 209. For special effects, such as, unequal gust load and for special type of construction, such as, long span bridges specialist literature may be referred to. i) Seismic effects on partially constructed structure as per Clause 219. 219 SEISMIC FORCE 219.1 Applicability 219.1.1 All bridges supported on piers, pier bents and arches, directly or through bearings, and not exempted below in the category (a) and (b), are to be designed for horizontal and vertical forces as given in the following clauses. The following types of bridges need not be checked for seismic effects: a) Culverts and minor bridges up to 10 m span in all seismic zones b) Bridges in seismic zones II and III satisfying both limits of total length not exceeding 60 m and spans not exceeding 15 m 219.1.2. Special investigations should be carried out for the bridges of following description a) Bridges more than 150 m span b) Bridges with piers taller than 30 m in Zones IV and V c) Cable supported bridges, such as extradosed, cable stayed and suspension bridges d) Arch bridges having more than 50 m span e) Bridges having any of the special seismic resistant features such as seismic isolators, dampers etc. f) Bridges using innovative structural arrangements and materials. Notes for special investigations: 1) Inall seismic zones, areas covered within 10 km from the known active faults are classified as ‘Near Field Regions’. For all bridges located within Near Field Regions, except those exempted in Clause 219.1.1, special investigations should be carried out. The information about the active faults should be sought by bridge authorities for projects situated within 100 km of known epicenters as a part of preliminary investigations at the project preparation stage. 2) Special investigations should include aspects such as need for site specific spectra, independency of component motions, spatial variation of excitation, need to include soil-structure interaction, suitable methods of structural analysis in view of geometrical and structural non-linear effects, characteristics and reliability of seismic isolation and other special seismic resistant devices, etc. 3) Site specific spectrum, wherever its need is established in the special investigation, shall be used, subject to the minimum values specified for relevant seismic zones, given in Fig. 11. 44IRC:6-2010 OPIC OF TR ‘CANCER isekhapatanam LEGEND ZONE Nt ones a coves Ev cove “Thiruvanathapuram 84° 7 76° 80° ‘India (IS 1893 (Part 1):2002) Fig. 11 Seismic Zones “tthe boundary line demarcating two zones shall NOTE: Bridge locations and towns falling in ‘he higher zone. be considere 4 anRajkot NasikeIRC:6-2010 80° Ba° 88° 92° 96° TROPIC OF CANCERLEGEND ZONE ee ZONE Iit Gage (Puducher) 80° ga° 88° 92° nes of India (IS 1893 (Part |):2002) falling‘at the boundary line demarcating two zones shall sidered in the higher zone. 45 TROPIC OF INDIRA POINTIMachlipatanam ondicherry uducher) Thiruvanathapuram 76° 80° Fig. 11 Seismic Zones of India (Is NOTE:Bridge locations and towns falling at the boun be considered in the hig! 45IRC:6-2010 , 219.1.3. Masonry and plain concrete arch bridges with span more than 10 m shall be avoided ’ in Zones IV and V and in near field region. 219.2. Seismic Zones For the purpose of determining the seismic forces, the Country is classified into four zones as shown in Fig. 11. For each Zone a factor ‘Z’ is associated, the value of which is given in Table 6. Table 6 Zone Factor (Z) Zone No.] Zone Factor (Z) v 0.36 Vv 0.24 Mm 0.16 u 0.10 219.3 Components of Seismic Motion The characteristics of seismic ground motion expected at any location depend upon the magnitude of earthquake, depth of focus, distance of epicenter and characteristics of the path through which the seismic wave travels. The random ground motion can be resolved in three mutually perpendicular directions. The components are considered to act simultaneously, but independently and their method of combination is described in Clause 219.4. Two horizontal components are taken as of equal magnitude, and vertical component is taken as two third of horizontal component. Inzones IV and V the effects of vertical components shall be considered for all elements of the bridge. The effect of vertical component may be omitted for all elements in zones II and III, except for he following cases: a) prestressed concrete decks b) bearings and linkages c) horizontal cantilever structural elements d) for stability checks and e) bridges located in the near field regions 219.4 Combination of Component Motions 1) The seismic forces shall be assumed to come from any horizontal direction. For this purpose two separate analyses shall be performed for design seismic forces acting along two orthogonal horizontal directions. The design seismic force resultants (i.e. axial force, bending moments, shear forces, and torsion) 47IRC:6-2010 at any cross-section of a bridge component resulting from the analyses in the two orthogonal horizontal directions shall be combined as below (Fig.12). a) £r,+0.3r, b) = £0.3r, where Force resultant due to full design seismic force along x direction. Force resultant due to full design seismic force along z direction. 2) When vertical seismic forces are also considered, the design seismic force resultanis at any cross section of a bridge component shall be combined as below: a) #1,40.31,+0.3r, b) £0.3r,41,2 0.31, ce) -£0.3r,40.31,4F, 5 where r, and r, are as defined above and r, is the force resultant due to full design seismic force along the vertical direction. (Local x-x and 2-2 axes) Fig. 12 Combination of Orthogonal Seismic Forces Moments for ground motion along X-axis Moments for ground motion along Z-axis Design Moments My = MX +0.3MZ M, = M¥ +0.3MZ M, =0.3M* +M? M, =0.3M2 +Mz Where, M, and M, are absolute moments about local axes 48IRC:6-2010 NOTE: Analysis of bridge as a whole is carried out for global axes X and Z and effects obtained are combined for design about local axes as shown. 219.5 Computation of Seismic Response Following methods are used for computation of seismic response depending upon the complexity of the structure and the input ground motion. 1) For most of the bridges, elastic seismic acceleration method is adequate In this method, the first fundamental mode of vibration is calculated and the corresponding acceleration is read from Fig. 13. This acceleration is applied to all parts of the bridge for calculation of forces as per Clause 219.5.1 2) Elastic Response Spectrum Method: This is a general method, suitable for more complex structural systems (e. g. continuous bridges, bridges with large difference in pier heights, bridges which are curved in plan, etc), in which dynamic analysis of the structure is performed to obtain the first as well as higher modes of vibration and the forces obtained for each mode by use of response spectrum from Fig. 13 and Clause 219.5.1. These modal forces are combined by following appropriate combinational rules to arrive at the design forces. Reference is made to specialist literature for the same. 30 ‘TYPE Ill (SOFT SOIL) N< 10 TYPE Il (MEDIUM SOIL) TYPE | (ROCK OR HARD SOIL) N>30 SPECTRIAL ACCELERATION COEFFICIENT. os 1045 20048 30 35 PERIOD T (Secs) Fig. 13 Response Spectra 29.5.1 Horizontal seismic force The horizontal seismic forces acting at the centers of mass, which are to be resisted: by the siucture as a whole, shall be computed as follows: F,, =A, (Dead Load + Appropriate Live Load) 49IRC:6-2010 where F.,, = seismic force to be resisted A,= horizontal seismic coefficient = (Z/2) x (I) * (S,/a) Appropriate live load shall be taken as per Clause 219.5.2 Z = Zone factor as given in Table 6 | = Importance Factor (see Clause 219.5.1.1) T = Fundamental period of the bridge (in sec.) for horizontal vibrations Fundamental time period of the bridge member is to be calculated by any rational method of analysis adopting the Modulus of Elasticity of Concrete as per IRC: 21, and taking gross uncracked section for moment of inertia. The fundamental period of vibration can also be calculated by the method given in Annex D S,/g = Average response acceleration coefficient for 5 percent damping of load resisting elements depending upon the fundamental period of vibration T as given in Fig. 13 which is based on the following equations. For rocky or hard soil sites, Type | soil with N > 30 S,{ 2.50 0.0

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